Vehicle passageway arrangement



DC- 24, 1940- A. cHRlsTlANsoN 2,225,951

VEHICLE PASSAGEWAY ARRANGEMENT Filed DSO. 27, 1957 4 Sheets-Sheet l J7 f5 Mv Dec. 24, 1940. A. cHRlsTlAMsoN VEHICLE PASSAGEWAY ARRANGEMENT Filed Dec. 27, 1957 4 Sheets-Sheet 2 Dec. 24, i940. A. cHRls'rlANsoN VEHICLE PASSAGEWAY ARRANGEMENT Filed D60. 27, 1937 4 Sheets-Sheet 3 Dec 24, 1940. A. cHRlsTlANsoN VEHICLE PASSGEWAY ARRANGEMENT 4 Sheeis-Sheet 4 Filed Dec. 27, 1937 oaf/wyll/VVI. 41.131. .IV .l M

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@nd/ew Chf a Patented Dec. 24, 1940 UNITED STATES PATENT OFFICE 2,225,951 VEHICLE PASS-AGEWAY ARRANGEMENT Application December 27, 1937, Serial No. 181,787

21 Claims.

This invention relates to vehicles articulated to provide multi-section units and has for its primary purpose the provision of a continuous, fully enclosed, non-telescoping passageway construction of increased width and insulated for use between air conditioned units of this type. Another important object of the invention is the provision of a footplate for adjoining articulated vehicles affording a rigid bridge across the space between the vehicles but having inherent ilexibility transversely of the vehicles.

'I'he specic object of the invention is the `provision of a fully insulated passageway between adjoining vehicles comprising spaced, concentric, inherently elastic diaphragms in tension between the vehicles and sealed to provide a closed pocket of non-circulating air preventing heat transfer action therethrough and completely encircling the passageway. An object of the invention is the provision of a diaphragm of sufficient Width to provide a plurality of pasageways therethrough by means of a flexible partition therein.

Another object of the invention is the provision of a passageway footplate for use between adjoining vehicles positively secured to one of the vehicles but in a flexible manner.

The foregoing and other objects are attained by the construction shown in the accompanying drawings, in which:

Fig. 1 ls a general perspective view of the adjoining ends of the units of an articulated-section vehicle separated to show the passageway diaphragm and footplate disconnected from one unit and illustrating their relation to the associated parts o'f the respective units;

Fig. 2 is a side elevational view illustrating the adjoining ends of two vehicles articulated on a single truck and showing the continuity of the diaphragm;

Fig. 3 is a cross-sectional view through the diaphragm taken on the line 3--3 of Fig. 2 at the point of articulation and showing the passage- Way fully enclosed by the diaphragm.

Fig. 4 is a similar view of a fragmentary portion of the passageway showing a modification in that both diaphragms completely encircle the passageway;

Fig. 5 is a horizontal, sectional view through the diaphragms and end wall framing structures taken on the line 5-5 of Fig. 3 and showing the laterally i'lexible footplate in plan;

Fig. 6 is a vertical, longitudinal, sectional view through the center of articulation taken on the line 6 6 of. Fig. 3 and showing the footplate and passageway in detail and the articulated center plates;

Fig. 7 is a fragmentary, sectional view to a larger scale through the footplate and diaphragm taken on the line I-I of Fig. 5 'and illustrating the manner of securing the footplate and the method of sealing the edges;

Fig. 8 is a fragmentary, transverse, sectional view of the sealing means for the side edges of the footplate taken on vthe line 8--8 of Fig. 5;

Fig.4 9 is an enlarged, transverse, staggered sectional View through the footplate and diaphragm taken on the line 9-9 of Fig. 5; and

Fig. l0 is a cross-sectional view through the streamlining diaphragm connection at the overlapping zone between the top or roof section and a vertical side leg portion.

In the drawings, I0 and II represent male and female units, respectively, of an articulated section vehicle, having body center plates I2 and I3 nesting respectively one.within the other and supporting the adjoining ends of the two units on a single truck I5, as best shown in Fig. 2, by means of a truck center plate I4 into which the nested body center plates I2 and I3 are seated and secured by a locking king pin I6. 'Ihe truck I5 comprises wheels and axles I1 having journal boxes I8 supporting a truck frame 20 by means of springs I9. The truck frame 20 includes transom members 2| from which spring plank 22 is swingingly suspended by means of swing hangers 23. Bolster springs 24 are seated upon the spring plank and resiliently support the swing bolster 25 with which the truck center plate I4 is integrally formed or, if desired, to which it may separately be attached. Body center plates I2 and I3, as best shown in Fig. 6, are provided with separate bearing faces 26 and 2I interposed between their respective wearing surfaces and at the truck center plate I4. The bearing surfaces 26 and 2'I are protected from the entrance of dirt and moisture by means of felt rings 28 and 29 disposed in sealing relation at the periphery of the respective joints. The center plates I2 and I3 are suitably secured to the respective under- .frames 30 and 3I in any desired manner and designed to transmit to the longitudinal sills thereof the rotative forces set up as a result of eccentric loading inherent in an articulated connection in addition to the usual buff and draft forces.

As shown, the vehicles are of general streamline form, and to preserve this smooth contour between units at the articulation, a flexible streamlining diaphragm is provided which extends the full height of the respective sides and across the -width of the smoothly curved roof. The diaphragm 40 is of rubber stretched taut between the vehicle units at their perimeterproviding a continuous, smooth, unbroken surface throughout the length of an articulated vehicle, thereby greatly enhancing the esthetic qualities of the vehicle and affording the ultimate in streamlining between units of this type. The diaphragm itself comprises a flat sheet of rubber 40 Yoi? a width which, when applied, will be normally taut, but in which the full elasticity of the rubber is available to aiford the stretch necessary as the vehicle units angle with respect to one another in passing about a curve in the track, at which time the diaphragm is placed under tension on one side and extended beyond its normal dimension, but on the opposite side becomes slack and collapses as the units approach each other on that side. The rubberdiaphragm 40 is provided with integral enlargements 4| at its opposite edges, affording means of attachment to the respective vehicle units. The enlargements 4| each have a center core 42 of flexible material adapted to reinforce the enlargements and insure the stability of the connections, but which allows suilicient exing of the rubber to permit ready application of the diaphragm to an irregular contour or for handling purposes. The method of securing the diaphragm 40 to the respective units I0 and I| maintains a smooth outward appearance and provides a connection which prevents the concentration of stresses in the rubber at localizedv points and avoids abrasion and tearing of the rubber. 'I'he connections to the adjoining units are made without penetrating the rubber and comprise clamping members 43 adapted to engage the enlargements 4| securely to bind the diaphragm 4|| between the two units I0 and in uniformly taut relation. The enlargements 4| are turned inwardly and are engaged by the clamps 43 on the inner side of the diaphragm 40 whereby the streamline outer surface is preserved.

The streamlining diaphragm is secured in place from the inner or passageway side, and for this purpose and to provide an abutment against which the enlargements 4| might be clamped, an overhanging. dat plate member 44 is placed about the periphery of the ends of the respective adjoining vehicle units and secured to the corner posts 45 at the sides and to the end carline members 46 at the roof by means of rivets, as shown, or by any other suitable fastening means. The clamps 43 are in the form of angle members, one ange 41 of which is adapted to bear edgewise against portions of the respective end walls reinforced by the framing members 45 and 46 and adapted to fulcrum about this edge bearing as the nuts 33 on stud bolts 43, passing through the ilange 49, are tightened to draw that flange against the enlargement 4| to clamp -the streamlining diaphragm against the abutment afforded by the overhanging plates 44, thereby securely to hold the diaphragm in place against the tension exerted thereon as the vehicle units pivot with respect to each other. The bolts 48 are threaded into the framing members 45 and 46 which are provided with small metal plates 50 welded thereto and spaced at intervals coincident with the spacing of bolts 43 and aording additional thread area for the bolts to resist the stresses induced by the diaphragm 40 under tension. Lockwashers 5| insure permanent retention of the nuts 39 at their original adjustment. The flange 49 of the clamp 43 at,its edge where it engages the enlargement 4| of the diaphragm 40 is curved as at 52 to avoid abrasion of the rubber, and the. exposed edge of the overhanging abutment plate 44 likewise is curved for this same purpose, whereby the rubber is free to stretch or flex in response to movement of the vehicles without undue wear or strain on this connection.

The diaphragm, as shown, preferably is formed in three sections-the top or roof section 4|)n and the respective side wall portions 40h, as best shown in Fig. 1. The top section 40* is disposed in overlapping weathershedding relation'to the respective side wall portions 40", and, as best shown in Fig. l0, the beads or enlargements 4| and 4|l1 of the respective sections are disposed in overlapping interlocking relation between the separate clamp members 43 used at these points and the overhanging shoulder providing flange 44. It will be noted that the beads or enlargements 4|n on the side sections of the diaphragm are of different cross-sectional contour in the area of the overlap than in the remainder of the diaphragm. The bead 4| for the roof section of the diaphragm is of constant cross-section, but that on the side portions is of less thickness at the overlap and of greater length and the center core 42 is eliminated; and the diaphragm, where it connects with the bead, is shaped to the curve of the bead 4| on the roof section 40a so that the bead and body portion of the side diaphragm 4|)b closely engages that of the diaphragm top.

'I'he side diaphragm, where it joins with the narrowed head 4|l is of thinner section so that the clamp 43'L for the overlap is not only in interlocking relation with the side diaphragm, with which it directly engages, but, through that diaphragm, is in overlapping, interlocking relation with the top diaphragm; and the curved end .'i2l of the clamp 43, while it engages the side diaphragm, overlaps the plane of the bead 4| and the core 42 of the diaphragm top, whereby either diaphragm is prevented from slipping past the other and becoming disconnected under tension. The clamps 43n are individual members coextensive with the overlapping zone of the diaphragms and are secured by cap screws 43* and function exactly like the clamp members 43. It will be seen that the connections 43 and 43* ailord means for easily installing the diaphragm 4l under the slight initial tension necessary to maintain the desired tautness.

YThe adjoining vehicles l0 and are provided with a communicating passageway affording a complete enclosure continuous between vehicles. The vehicles I0 and are air conditioned and freely communicate one with the other, since end doors are not used in the respective vehicles and it is therefore necessary that the passageway be completely insulated between vehicles to preclude any possibility of heat transfer therethrough. 'I'he passageway comprises a footplate l0, providing an uninterrupted walkway between the vehicles, and a diaphragm extending beneath the footplate and completely encircling the passageway to provide a fully enclosed weatherproof passage from one vehicle to the other. A second diaphragm 6| is disposed about the diaphragm 60 in spaced relation thereto and sealed to provide a dead air space 62 affording insulating properties. The diaphragm 60 extends between and is secured to metallic extension structures 5I and 5l disposed about the respective passageway openings 58 and 59. The diaphragm 6I extends between and is secured to metallic extensions 63 and 64 disposed in spaced concentric relation about the respective extensions 66 and 61. The extensions 56 and 51 are substantially alike and comprise each a plate member extending continuously about the respective passageway openings and secured atthe top and sides by screws 11 to the projecting flange 19 of an angle member 1| shaped to the contour of the openings and which is secured, through the end wall sheathing 14, to the spaced end posts 12 and end plate 13, as best shown in Figs. 5 and 6. 'I'he horizontal bottom portion 15 of the respective extensions 66 and 61 is separate for construction purposes, but is welded to the vertical side legs with which the horizontal top portion is integral so that, in eiect, and for all practical purposes, the extensions are in one piece and continuous about the respective passageway openings. The bottom portion 15, as shown in Figs. 6 and '7, slopes downwardly and is removably secured to the respective vehicle underframes 36 and 3| by cap bolts 16.

The extensions 63 and 64 may or may not extend continuously about the extensions 66 and 61, as best represented in Figs. 3 and 4, but are shown in detail as extending about the top and sides and portions of the bottom, as illustrated in Figs. 8 and 9. The extension plates 66 and 64 are flanged as at 65 and secured by screws 66 to the webs of the angle members 1I and through the end sheathing 14 and the end posts 12. 'I'he space between the extensions 56 and 66 and 61 and 64 is utilized for the accommodation of insulation 61, and at the bottom, where the outside extension plates terminate at each side, the space is closed by turning the outer plate inwardly and providing a flange bearing against the inner extension plates, as shown in Fig, 8. Thus the passageway is completely insulated from one vehicle to the other by means of the double diaphragm construction, more fully hereinafter described, and the insulated metal extension structures.

A separate formed member 89 is disposed about the edge periphery of each of the respective extensions 56, 51, 63 and 64, and, while in actual practice it is in several pieces, the adjoining members are butt-welded together to form. unitary members extending continuously about the respective extension plates and integrally secured thereto by Welding, so that each of the assemblies, as applied, is substantially a one-piece unit. The members 89 are secured about the outer surfaces of the respective extension plates and are shaped to provide grooves 96 opening inwardly and adapted to receive the respective enlargements 9| at opposite edges of the diaphragms 66 and 6| in close engagement and which are held securely in place therein by clamping plates 92 removably secured to the extensions by screws 93 and overlapping the grooves 96. The clamping plates 92 engaging the inner continuous diaphragm 66 are continuous about the top, sides and portions of the bottom, but, as best shown in Fig. 9, separate vpieces 94 are utilized adjacent the point where the ends of the diaphragm are joined for holding the enlargements 9| properly in place within the respective grooves 96. 'I'he enlargements 9|, like those in the streamlining diaphragm, are reinforced by flexible cores 95, but in the application of the inner passageway diaphragm 60 the enlargements are directed outwardly in order that a smooth inner surface may be presented to the passageway free of any obstruction. 'I'he enlargements on the diaphragm 6| are also directed outwardly to avoid spacing the diaphragms the greater distance which would otherwise be necessitated should the enlargements 9| 'be arranged in opposing' relation. 'I'he diaphragms 66 and 6I are inherently elastic, and the enlarged edges lare confined in the grooves 96 by the clamping plates 92 vand the diaphragms initially stretched taut between adjoining passageway extensions 66-63 and 61-64, and relative pivotal movement between the units I6 and II is accommodated by the inherent elasticity and exibility of the diaphragms-one side thereof being stretched during such movement, while the opposite side is exed. The passageway diaphragm is thus mounted between the units I6 and II under initial tension and, thus disposed, offers the utmost safety to persons traversing the passageway. 'I'he diaphragm 66 is in one piece continuous about the passageway and joined at the bottom beneath the footplate 16.

The ends of the diaphragm are turned upwardly beneath the footplate where they join and are held in sealing relation by clamp members 96 drawing the ends together and by the clamping plates 94. As best shown in Fig. 9, the diaphragm ends, where they join, are reinforced by fabric |6| vulcanized thereto to prevent any posslbility of tearing of the rubber. At the center of the diaphragms, no stretch occurs other than the initial tension applied, but, due to the pivotal relation of the articulated vehicles, considerable twisting action occurs in the rubber in this area, and to strengthen it against this constant wear the diaphragm tops, at this center portion, are reinforcedby fabric |62 vulcanized thereto, as best shown in Figs. 1 and 6.' 'I'he diaphragm 6I is continuous about the top and sides of the passageway and extends partially beneath the passageway at each side. Where the diaphragm terminates at the bottom at each side, a seal is formed between the respective diaphragm ends land the inner diaphragm 66 by sponge rubber pads 68, as best shown in Figs. I and 9. The pads 68 each are clamped between the metal extension structures 56--63 and 51-64 and extend from one to the other in sealing relation between the diaphragms 66 and 6|, whereby a dead air space 62 is effected between the diaphragms pror viding adequate insulation for the passageway, although a layer of insulation may be utilized to illl the space between the diaphragms if desired. The sponge rubber pads 68 will stretch and flex with the diaphragms as the units I6 and II pivot relatively and eiectively seal the space between the diaphragme at all times. If desired, the outer insulating diaphragm 6| maybe extended beneath the footplate, as shown in Fig. 4, and joined at the center exactly as in the case of the inner diaphragm 66thus providing a layer of insulation completely encircling the passageway.

The footplate 16 is rigid across the space between the adjoining units I6 and II, but the great width of the passageway necessitates some provision for relative weaving motion between the units, and, to accommodate this movement best, the footplate is made exible in a transverse direction and is adapted to weave with the individual units as the need arises. The footplate is composed of rubber and is substantially semi-circular in shape, as shown in Fig. 5, and is flexibly, but positively, secured to the unit I6, while its arcuate free edge merely rests in a similarly shaped recess in the floor 99 upon the unit II, but is restrained from possible upward movement. Flanged channel stinening members 80, embedded within the rubber and extending longitudinally between the vehicles. rigidify the footplate across the passageway and are entirely independent of and not connected one with the other in any manner other than afforded by the rubber comprising the footplate proper, whereby the footplate is free to flex and weave in a transverse direction with the individual vehicle units I0 and Vas they rock laterally with respect to one another. The members 80, as best shown in Fig. 7, stop short of the.edge of the footplate secured to the unit I0 so that the footplate is secured solely through the rubber, whereby a flexible connection is provided permitting the footplate to flex at this point as the units I0 and II move vertically relatively to each other.

'I'he rubber of the footplate extending beyond the stiffening members to provide the flexible connection is clamped to the unit I0 so that vertical movement of the footplate must be through flexing of the rubber. A stepped channel-shaped member 18, secured to the bottom extension plate 15 by welding, supports the footplate on the unit I0, and an angle member 91, secured to the member 10 by welding, provides means of attachment for a clamping plate 96. The thickened portions or ribs of the footplate reinforced by the members 80 rest upon the stepped portion 82 of the member 18, and the rubber extending therebeyond is clamped to the upper surface 84 by the plate 98 through the medium of machine screws 05 having countersunk heads and threaded into the thickening members 86 welded beneath the surface 84 at the same spacing as the screws. The clamping plate 98 is secured to the angle 91 by countersunk screws |00 and overlaps the vehicle floor 99 as well as the footplate, thereby acting more or less as a threshold plate.. It is to be noted that the ribs of the footplate reinforced by the members 80 underlie the footplate proper comprising the layer of rubber providing a smooth surface and of which the rubber clamped by the plate 98 is an extension.

The arcuate free edge of the footplate is supported on the unit I I by a Z-shaped member I I0 shaped to the arc about which the footplate rotates and secured to the underframe 3| by rivets |09 taking one flange of the Z. A non-metallic plate I|I is secured to the supporting flange of the Z by countersunk screws ||2 and provides a bearing surface for the footplate coextensive with the arcuate Z member. It is to be noted that the rubber on the underside of the members 00 is cut away to the level of their bottom surfaces at the points where they bear on the surface so that a metallic supporting and wearing surface is exposed to the member III at each of these points, whereby the rib of rubber I I3 extending about the arcuate edge of the footplate connecting all of the ribs 80 is relieved of the major portion of the load of supporting the footplate and therefore prevented from excessive abrasion. An arcuate threshold plate ||4 overlaps the arcuate free edge of the footplate and prevents any possibility of the footplate moving upwardly. The plate |I4 is secured to the unit |I .by countersunk screws ||5 taking the horizontal top flange of a channel member I I6 shaped to the arc of the plate ||4 and the footplate and secured to the underframe 3| by rivets ||1 taking the horizontal bottom flange thereof. The threshold plate ||4 overlaps the floor 99 of unit as well as the footplate. The flanged channel reinforcing members 80 are omitted from the footplate directly through the center thereof longitudinally and a rectangular frame substituted therefor. The rectangular frame comprises a pair of spaced inverted channels |03 extending longitudinally across the footplate from a point just short of the flexible fixed edge to the arcuate free edge and connected by similar cross members |04 and |05 at their ends and by cross member |06 intermediate their ends-al1 integrally secured together by welding.

The members |03 and |05 and |06 are embedded in the rubber of the footplate and form a rectangular opening |01 disposed directly above the joint between the passageway diaphragm edges beneath the footplate and the center plates and king pin arrangement, and through which these parts are readily accessible. The opening is covered by a removable metal plate |08 having a layer of rubber I I8 cemented thereto providing a surface flush with the remaining surface of the footplate. This cover plate is inset with respect to the footplate to provide a flush surface and is secured in place by means of countersunk screws |19. It is to be noted that the metal plate |08 rests on an intervening layer of rubber on the channel members |03 and |05 and |06 so as to eliminate any possibility of rattling. The channel member |06, on its side not bordering the opening |01, is not covered with rubber but is left exposed, as are the members |03 on their respective sides facing each other, and a flanged plate member |20, supporting the layer of rubber comprising the footplate proper, is secured to the sides of the members |03 and |06 by welding with lits surface on a level with the Surface of the members |03 and |06 properly to support the rubber of the footplate throughout the area defined by the frame members |03 and |06 to one side of the opening |01. The end cross member |04 extends between the side flanges of the plate |20 and is disposed with the flanges of the channel in engagement with the under surface of the plate and welded thereto, and the web provides a supporting surface bearing on the nonmetallic surface `I I. The channel member |04 is shaped to the arc of. the free edge of the footplate. From the construction described, it will be seen that the footplate affords a rigid bridge across the space between the two vehicle units I0 and II but free to flex and weave transversely in response to such movement rof the respective vehicles and, Awhile the rectangular frame comprised of the members |03, |04, |05 and |06 creates a rigid area directly through the center of the footplate, the width of the frame is such as not to affect the flexibility of the footplate transversely.

A seal is provided at each of the side edges of the footplate between the footplate and inner diaphragm 60. These seals comprise each a pad of sponge rubber |26 extending between housings |21 secured respectively to the floor 99 on the unit and to the footplate and the floor 99 on the unit I0 and adapted to bear against the footplate and the diaphragm at each side and to be stretched or flexed as the vehicle negotiates curves in the track, and effectively seal the space existing between the respective footplate edges and the diaphragm sides. The sponge rubber is secured to the respective vehicle umts independently of the housing members, as best shown in Fig. 8. Similar plate members |28, having curved edges to avoid abrasion of the rubber, clamp each of the pads |26 at opposite ends to the respective units and are secured each by screws |23 entering the respective floors and machine screws |25 taking the threshold plate I|4 on the unit Il and a plate |24 provided for the purpose secured beneath the footplate on the unit I by bolts |23. The housings |21 act as guards covering the ends of the sponge rubber sealing members and the clamping devices and are secured to the respective units |0 and by screws |30 taking the floors 99 and machine screws |38 taking the plate |24 on the unit I8 and the threshold plate ||4 on the unit The upwardly turned flanges 3| on the housings are secured by screws |32 and |33, respectively, to the extension frames 58 and to the sheathing |34, thus effectively rigidifying the housings. As best shown in Fig. 5, the housings |21 are sloped at their ends adjacent the respective end doorways, as at |35, to avoid projections immediately at the door openings.

'Ihe important feature of this invention is the exceptional width of the footplate and passageway diaphragm whereby, when desired, a double passageway may be provided by means hereinafter described, although, under certain prescribed conditions. the dual feature might be dispensed with and the great width of the passageway utilized to advantage. The duality of the passageway is accomplished by means of a iiexible partition stretched in tension between the units |0 and through the passageway at a point providing separate passageways of the respectively desired widths. The units I8 and Il, in the present instance, happen to be a combination of dining car and permanently associated kitchen car, respectively, and the separate passageways are used separately by the passengers and by the crew respectively, although this dual feature might be used in other combinations of cars. `The flexible partition comprises a curtain |2| of sheet rubber having integral enlargements or beads |22 in its opposite edges adapted to provide means of attaching the curtain to fixed partitions 81 and 88 on the respective units I8 and The curtain extends continuously from the surface of the footplate to the top of the passageway and between the fixed partitions and is adapted to stretch and ilex in response to relative movement between the units, and provides two completely separated passageways 54 and 55 for the use of passengers traversing the passageway and members of the dining car crews, respectively. 'I'he curtain |2| is secured in tension. between theunits I0 and in substantially the same manner as the diaphragms 40, 60 and 6| without perforation of the rubber. The beads |22 are conned between projecting shoulders 83, on the partitions 81 and 88, and clamping members 8| engaging the shoulders afforded by the beads and removably secured by screws 53 to the respective fixed partitions. The partitions 81 and 88 terminate in hollow post members 38, thus greatly rigidifying the partitions where the curtain |2| connects thereto. It will be noted that the dividing partition |2| is disposed slightly to one side of the center of the passageway whereby the dining car crews side 55 is of greater width than that afforded on the passengers side 54, and this to afford the greater space necessary to provide for waiters carrying trays or the like and as a result of which the partition is subjected to greater tension than otherwise would be exerted if it were mounted directly on the center of the passageway, but which the partition is well able to stand due to its flexibility and inherent elasticity. As shown in Fig. 5, telescopic guard rails |31 and |38 are disposed upon opposite sides oi' the flexible partition |2| in position to be grasped by persons passing through the respective sides of the passageway for the waiters and passengers. The separable sections of the respective guard rails are hingedly secured to the hollow post portions 38 of the respective partitions 81 and 88 through the medium of brackets 31 secured thereto by countersunk screws 38 and bolts 35-the guard rail sections being pivotally connected to the brackets by bolts 34. The outside tubular guard rail sections are tapered at 33 where they join with the inside rod sections to avoid the abrupt change in diameter which otherwise would be noticeable as the respective sections telescope with respect to each other as the vehicle units I0 and angle one to the other in passing about curves in the track.

From the foregoing it will be seen that there has been provided a passageway arrangement comprising an exceptionally wide, insulated dia.- phragm and transversely flexible footplate specically suited to articulated constructions and which is adapted to be divided to provide a plurality of individual passages for use separately.

What is claimed is:

l. In a multi-unit vehicle, a passageway between adjoining units including spaced concentric metallic extension structures on the respective units, insulation between said structures on each unit, spaced concentric inherently elastic diaphragms in tension between said respective extension structures and sealed with respect to each other to provide dead air insulation therebetween, a footplate in said passageway, and means supporting said footplate from said extension structures.

2. In an articulated unit vehicle, a passageway construction comprising a footplate bridging the space between associated units and xedly secured to one of said units but flexible with respect thereto, said footplate being rigid across said space but flexible transversely, a diaphragm extending between and secured to the respective units under initial tension and completely encircling said footplate, a second diaphragm extending between and secured to the respective units in spaced concentric relation to said first diaphragm and sealed with respect thereto, and a flexible partition extending between said units dividing said passageway.

3. In an articulated unit vehicle, a passageway arrangement comprising a footplate bridging the space between associated units, a double diaphragm construction encircling said footplate,

and a partition extending between saidlunits and encircled by said diaphragm to provide a dual passageway therethrough.

4. In an articulated unit vehicle, a passageway arrangement comprising a footplate bridging the space between associated units and flxedly secured to one of said units, a diaphragm encircling the footplate, and a partition extending between said units and encircled by the diaphragm to provide a dual passageway therethrough.

5. In an articulated unit vehicle, a passageway arrangement including an inherently elastic diaphragm extending between and secured to the respective associated units under initial tension, a footplate in the passageway, and an inherently elastic partition secured between said units and encircled by the diaphragm to provide a dual passageway.

Cil

6. In an articulated unit vehicle, a passageway arrangement including an inherently elastic diaphragm extending between and secured to the respective associated units, a footplate in the passageway inherently flexible in one direction and bridging the space between said units, and an inherently elastic partition extending between and secured to said units and encircled by the diaphragm to provide a dual passageway.

'7. In a multi-unit vehicle, a passageway between adjoining units including a. nonmetallicA footplate in the passageway fixedly secured to one of said units and flexing with respect thereto but providing an inflexible bridge across the space between said units and flexible in a transverse direction, an inherently elastic diaphragm extending between and secured to the respective associated units under initial tension, a second inherently elastic diaphragm extending between and secured to said unitsgin spaced concentric relation to said rst diaphragm and sealed with respect thereto, an inherently elastic partition in tension between saidunits extending through and encircled by said iirst diaphragm to provide a dual passageway, and a third inherently elastic diaphragm extending between and secured to said units inspaced substantially concentric relation to said second diaphragm 'and disposed at the perimeter of said units.

8. In a multi-unit vehicle, a passageway between adjoining units including a nonmetallic footplate in the passageway secured to one of said units and ilexing with respect thereto and having longitudinally disposed stiffeners whereby the footplate provides a bridge relatively inflexible longitudinally across the space between said units but exible in a transverse direction, an inherently elastic diaphragm extending between and secured to the respective associated units under initial tension, and a second inherently elastic diaphragm extending between and secured to said units in spaced concentric relation to said first diaphragm and sealed with respect thereto.

9. In a' multi-unit vehicle, a passageway between adjoining spaced units including a nonmetallic footplate in the passageway secured to one .of said units and flexing with respect thereto and having longitudinally disposed stiffeners whereby the iootplate provides a bridge relatively inflexible longitudinally across the space between said units but ilexible transversely, and an inherently elastic diaphragm extending between and secured to said units.

10. In a multi-unit'vehicle, a diaphragm construction between adjoining units including an inherently elastic diaphragm extending between and secured to said units under initial tension and completely encircling said passageway.- a second inherently elastic diaphragm extending between and secured to said units under initial tension in spaced concentric relation to said rst diaphragm but stopping short of coextension therewith, and inherently elastic means sealing the space between said diaphragms where said second diaphragm stops short.

1l. In an articulated unit vehicle, a diaphragm arrangement including a diaphragm extending between and secured to respectively associated units, an inherently elastic partition extending between said units under initial tension and encircled by the diaphragm to provide a dual passageway, and telescopic guard rails upon opposite sides of said elastic partition connected to said associated units.

12. In an articulated unit vehicle, a passageway construction comprising a footplate bridging the space between associated units, a diaphragm extending between and secured to said units under initial tension and completely encircling said footplate, a second diaphragm extending between the units in spaced concentric relation to said first diaphragm and sealed with respect thereto, and a flexible partition extending between said units under initial tension and dividing said passageway.

13. In an articulated unit vehicle, a passageway arrangement including an inherently elastic diaphragm extending between and secured to the respective associated units, a footplate bridging the space between said units disposed in the passageway, and an inherently elastic partition in tension between said units encircled by the diaphragm to provide a dual passageway.

14. In a multi-unit Vehicle, a passageway between adjoining units including a footplate fixedly secured to one of said units and providing a bridge through the passageway across the space between said units, an inherently elastic diaphragm extending between and secured to the respective associated units, a second inherently elastic diaphragm extending between and secured to said units in spaced concentric relation to said first diaphragm and sealed with respect thereto, an inherently elastic partition extending between and secured to said units and encircled by said first diaphragm to provide a dual passageway, and a third inherently elastic diaphragm extending between and secured to said units in spaced substantially concentric relation to said second diaphragm and disposed at the perimeter of said units.

v15. A diaphragm construction between adjoining railway cars including an inherently elastic diaphragm extending between and secured to the respective cars under initial tension, and an inherently elastic partition extending between and secured to the respective cars under initial tension and encircled by said diaphragm to provide a dual passageway.

16. A diaphragm construction between adjoining railway cars including a, diaphragm extending between and secured to the respective cars. and an inherently elastic partition extending between and secured to the respective cars under initial tension and encircled by said diaphragm to provide a dual passageway.

17. A diaphragm construction between adjoining railway cars including a diaphragm extending between and secured to the respective cars, and a partition extending between and secured to the respective cars and encircled by said diaphragm to provide a dual passageway.

18. In a multi-unit vehicle having a footplate between adjoining units, a passageway above the footplate, an inherently elastic diaphragm completely enclosing said passageway, extending between and secured in sealed relation to said units under initial tension, and a second inherently elastic diaphragm completely enclosing said passageway, extending between said units in spaced concentric relation to said first diaphragm and secured to said units in sealed relation, the space between said diaphragms being sealed from the outer air and from said passageway to provide a layer of dead air between the diaphragms for insulation of said passageway.

19. In a multi-unit vehicle, a passageway between adjoining units, an inherently elastic diaphragm extending between and secured in sealed relation to said units under initial tension and completely encircling said passageway, and a. second inherently elastic diaphragm encircling a substantial portion of the passageway, extending between and secured in sealed relation to said units in spaced concentric relation to said first diaphragm and having its ends sealed with relation to said rst diaphragm to provide a layer of dead air in the space between the two diaphragms for insulation of said passageway.

20. In a multi-unit vehicle having adjacent units provided with juxtaposed end walls, spaced concentric metallic extension structures on each unit about an opening in the end wall thereof, insulation between the extension structures on each unit, spaced concentric inherently elastic diaphragms extending between and secured in sealed relation to said respective extension stmotures to define a passageway between the units, and iiexible means sealing the space between said diaphragms to provide dead air insulation therebetween. l

21.'In a multi-unit vehicle, a passageway between adjoining units including a footplate secured to one of the units and providing a bridge through the passageway across the space between the units, an inherently elastic diaphragm extending between and secured in sealed relation to the respective units and completely encircling said passageway, and a second inherently elastic diaphragm encircling a substantial portion of the passageway, extending between and secured in sealed relation to said units in spaced concentric relation to said rst diaphragm and sealed with respect thereto adjacent to the footplate to provide a layer of dead air between the diaphragms for insulation of said passageway.

ANDREW CHRISTIANSON. 

